Car-truck construction



J. A. LAMONT.

CAR TRUCK CONSTRUCTION. APPLICATION H150 :APR. 25, I921.

Patented Sept. 13,1921.

. To all whom it may concern:

UNITED STATES PATENT OFFICE.

JOHN A. LAMONT, or CHICAGO, ILLINOIS, ASSIGNOR 'ro AMERICAN scrEEEFOUND- .RIES, or CHICAGO, ILLINOIS, AGORPORA'IION OF NEW JERSEY.

CARwTR-UCK CONSTRUCTION.

Be it known that I, JOHN A. LAMONT, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Car-Truck Construction,of which the following is a specification.

This invention relates to a car truck construction and more particularlyto a sixwheel equalizing truck.

One object of the invention is to provide a simple arrangement of partsfor making a railway .car easier riding.

Another object is to provide a simple and improved spring arrangementfor car trucks whereby the dead and live loads are taken in a manner tocushion all shocks and prevent the springs going solid.

These and other objects are accomplished by means of the arrangementdisclosed on the accompanying sheet of drawings in which the singlefigure is a fragmentary side elevation of a six-wheel truck embodying myinvention.

The various novel features of the invention will be apparent from thefollowing description and drawin and will be particularly pointed out int e appended claims.

Referring to the drawing it will be noted that my invention is disclosedin' connection with a six-wheel truck having a side frame 10 providedwith two end pockets 11, only one of which is shown, for the receptionof a journal box 12 and an intermediate pocket (not shown) for anintermediate journal box. The general six-wheel truck arrangement isdisclosed in my copending application, Serial No. 433,412, filedDecember 27, 1920.

In this connection it will be appreciated that the loads are transmittedfrom the transverse bolster members 13 which rest upon the associatedequalizing levers 14 which transmit the loads to the intermediatejournal box and to the end journal boxes 12. The

outer end of each equalizing lever in this particular case is shownoperatively connected to a hanger 15, pivotally supported on the pin 16,mounted between the side walls of the side frame 10, longitudinalmovement of the equalizing mechanism thereby being permitted to preventshocks being transmitted thereto. The shocks which occur incident tostarting and stopping of the car are taken Specification of LettersPatent.

1921. Serial No. 464,113. a. i

by the transverse bolster members 13 and the side walls 17 of thebolster pockets 18.

The journal box 12 has a main. body portion for the reception of ajournal 19 and is Patented Sept. 13,1921.

also provided with laterally extending brackets 20 upon which aremounted concern, trically arranged coil springs 21 and 22.

These coil springs are partially housed by side flanges 23 which extendfrom the opposite sides of the journal box to. and over the intermediatejournal receiving portion thereby also giving strength to the box. For

strengthening purposes the brackets 20 are also connected by a flange 24extending below the main body portion of the journal box. The coilsprings 21 and 22 are also recelved in depending sprin pockets 25 formedintegrally with the side frame, the

inner walls 26 of said pockets forming guides for! guiding the journalbox 12 in its relative vertical movements. I

In passenger car service, the coil springs 21 and 22 are designed totake the dead load of the car under the weight of which these springswill set about half way between the free and solid height. In suchservice, substantially all of the load is dead load. However, the liveload must be considered for the purpose of making the riding of thecoach as smooth as possible. To this end I have providedan'ellipticspring 27 to cooperate with the coil springs, the ellipticspring being slower inaction and having better riding qualities than thecoil spring- The elliptic spring in the arran ement which will .be morespecifically described hereinbelow will act as a snubber-on the coilsprings, when the through anopening 30 in the side frame.

From the construction shown it is apparent that any relative movementbetween the side frame and journal'box will cause an actuation of thecoil springs and elliptic springs, which at all times cooperate.

As stated above in passenger car service the live load is small inproportion to the weight of the car body, and in this service the coilsprings 21 and 22 are provided which under the weight of the car bodyare set about half way between the free and solid height of the springs.The elliptic springs will then be adjusted to bear on the top of thejournal box with a. certain initial set and carrying a certainpercentage of the live load. The addition of extra spring capacityarranged in the manner described, provides an arrangement whereby thecoil springs take the required compression under dead load and theelliptic spring, Which is of slower action and different in ridingqualities than the coilspring, will act in a manner to absorboscillations which otherwise would be set up and result in the springsgoing solid and causing shocks to be transmitted to the car body. Theamount of initial set in the elliptic spring may be adjusted in anysuitable manner. In the particular arrangement shown the attachment isprovided by means of shims 31.

It is my intention to cover all modifications'of the invention fallingwithin the spirit and scope of the following claims.

I claim: v

1. In a railway car truck, the combination of a side frame, a journalbox, coiled springs interposed between said side frame and jour nal boxfor absorbing the dead load, and an elliptic spring interposed betweensaid side frame and journal box for absorbing a portion of the live loadand preventing shocks being transmitted to the car body when operatingon an uneven track, said coiled and elliptic springs at all timesworking cooperatively.

2. In a railway car truck, the combination of a side frame, a journalbox having laterally extending brackets, coiled springs mounted on saidbrackets and, interposed between the latter and said side frame forabsorbing the dead load, and an elliptic spring interposed between saidside frame and journal box for absorbing a portion of the live load andpreventing shocks being transmitted to the car body in operating on anuneven track, said coiled and elliptic springs arranged to actcooperatively.

3. In a railway car truck, the combination of a side frame, a journalbox having laterally extending brackets, co'iled springs mounted on saidbrackets and interposed between the latter and said side frame forabsorbing the dead load, and an elliptic spring mounted on anintermediate portion of the journal box and interposed between thelatter and the side frame for absorbing a portion of the live load andpreventing shocks being transmitted to the car body in operating on anuneven track. I

4. In .a railway car truck, the combination of a side frame, a journalbox having laterally extending brackets and a platform extendingupwardly from the main body por tion of the journal box, relativelyquick acting springs interposed between the said brackets and saidsideframe, and a rela tively slow acting spring mounted on said.

platform and interposed between the latter and said side frame, wherebythe dead and live loads are absorbed and shocks are prevented from beingtransmitted to the car body. I

5. In a railway car truck, the combination of a side frame havingdepending spring pockets and an opening'intermediate same, a journal boxhaving a main journal receiving portion, laterally extending brackets IJQHN A. LAMONT.

